End ice bunker car having an adjustable ice rack



F. J. M MICHAEL END ICE BUNKER CAR HAVING AN ADJUSTABLE ICE RACK Fiied Feb. 8, 1945 mum I muuw 5 Sheets-Sheet l w QQQ Aug, 3, 1948.. F. J. M MICHAEL END ICE BUNKER CAR HAVING AN ADJUSTABLE ICE RACK 5 Sheets-Sheet 2 INVENTOR. 72

, m nd Filed Feb. 8, 1945 F. J. M MICHAEL.

Aug. 3, 1948.

END ICE BUNKER CAR HAVINGAN ADJUSTABLE ICE RACK 5 Sheet s-Sheet 3 Filed Feb. 8, 1945 Aug. 3, 1948. F. J. M MICHAEL. 2,446,485

END ICE BUNKER CAR HAVING AN ADJUSTABLE ICE RACK Filed Feb. 8, 1945 5 Sheets-Sheet 4 FLQJO.

Aug. 3, 1948. F. J. M MICHAEL END ICE BUNKER CAR HAVING AN ADJUSTABLE ICE RACK Filed Feb. 8, 1945 5 Sheets-Sheet 5 Patented Aug. 3, 1948 END ICE BUNKER one HAVING AN ADJUSTABLE ICE RACK- Floyd J. MclVI ich ael, rlando ila.

Application February a, 1945, Serial No. 576,739

This invention relates to an improved refrigerator car but, however, is also adaptable to ice boxes, ice chests and other refrigerating units such as are used by butchers and the like.

Refrigeration of the lading of refrigerator cars is dependent upon the circulation of air within the car. When ice is used as a refrigerating medium, it is placed in bunkers at the ends of the car. This causes a natural circulation of air because air that is in contact with the ice, as it becomes chilled, becomes more heavy than the warmer air and flows downwardly toward the floor of the car. As the cold air passes downward, it will force the warmer air toward the ceiling. The warmer air will then flow along theceiling toward the bunkers at the ends of the car to replace the air which has left the bunkers from the bottom. This warm air will press downward as it in turn becomes chilled by the ice, thereby setting up the natural air circulation within the car. When the bunkers are filled so that the ice is near the ceiling of the car, the entire air content of the car will be in motion. But as the ice melts and recedes in the bunkers, the moving air will only be as high as the remaining ice in the bunkers. This causes a stratum of dead or non-circulating air between the ceiling of the car and the stratum of moving air. As the ice in the bunkers recedes further, the stratum of noncirculating air becomes greater with the result that the lading at the top of the load does not receive sufiicient refrigeration,

It is accordingly obvious that the height of the circulating air in the car, and consequently the effectiveness of the refrigeration of the contents of the car, is largely determined by the presence or absence of ice atthe upper end-portions of the bunkers. It is for this reason that the bunkers are initially filled full of ice while, also, the car is reiced during transit.

The usual bunkers of a refrigerator car each hold, when full, something over five thousand pounds of ice. The advantage of using such a large quantity of ice lies in the fact that the circulating stratum of air will be maintained high in the car a correspondingly long period of time while, also, the necessity for frequently reicing the car in transit is avoided. The disadvantage of the practice lies in the fact that when the car reaches destination and is emptied, the large quantity of ice remaining in the bunkers becomes a loss.

To overcome the disadvantage just noted, socalled stage icing has gained some favor, As practiced, the bunkers of the car are provided Claims. (01. 62 -19) at different elevationsrin the bunkers.

racksiwhich? may be fixed Accordingly, when such a rack is adjustedfsay-to a with adjustable bottom :middle position, for instance, in a bunker, only-the upper half of the bunker will' lcontain ice when the bunker is full. The advantage of-the-expedient resides in a resultant economy of ice while also, the columniofrice is supported at the upper portion of thecar inv order to:- maintain the stratum of circulating air as high as possible, as previously noted. c; The disadvantage of the expedient resides in the' factgthat, the small quantity oficedoesinot refrigerate theccontents of the car eiiiciently while, moreover, it is necessary to frequentlyreicethe car in transit.*

It is accordingly an object of the present invention to provide a refrigerator; car which will possess the advantages but not be subject to the disadvantages noted. i i J A further object of the inventionyis tov provide a car wherein Vthe ioe bunkers. mayinitially be eithertpartiallyzor, wholly filled with ice, as may be desired, so that azsaving in the quantity of ice used may thus be effected if so chosen, and

wherein, as the ice melts, any ice remaining in the bunkers. will always befl maintained at the upper end portionslof the bunkersto thus serve to chill the warm air collecting, at the 'topof the car and maintain the effective refrigeration of thecontents of thecar.

Another object of the invention is to, provide a car-wherein each of the icezbunkers thereof will embody a bottom rack movable up and down in the bunkenand wherein-means will be provided for progressively maintaining saidrack at any given height in the bunker in response to acorresponding weight of ice on the rack so that, as the bunker is filled, said rack willlsink tothe lower portion of the bunkenwhile, asthe ice melts,-the rackwill be caused to rise for maintaining the remaining icein the bunker at the upper portion thereof. 7 Y i Still another "object of the invention is to provide a car wherein'springs-of graduated strength will beemployedto variably support the bottom racks of the bunlgers, and wherein, as the bunkers are filledwitli ice, said spring's'will be compressed as therack s, descend under the weight vofjadded ice thereonjwhile, as th'eice' melts,' th'e springs will expand to lift said racks.

And-a still further object of the invention'is to provide a car wherein indicators visible externally of the car will be providedv for indicating the level of the bottom-racksofthe bunkersf so vation of one end of the car broken away and showing the ice bunker disclosed approximately half full of ice.

Figure 3 is a view similar to Figure 2 and showing the ice bunker approximately onequarter full of ice.

Figure 4 is a fragmentarmMeih C l l; z ohgitudh nal section through the car body at one of the bunkers. v it Figure 5 is a horizontal section through the :blmkcr onFigure A. r

:Figu-re v6.is--a..plan view..of'the-bottom rack eemployed.

xFigure .7 .is a vertical, -.longitudinal;section .:through said :rack.

isfigurezrs is ,a :frag-mentary, 1' transverse .vertical ;section through .thesca-r body .at 1 the upper end ofi the bunker- -of Figure 24.

:Figure 9 isia-detail sectionthrough one of the .housing :tubes for the glifting .springs employed.

'z Figulieilfl lisia. detail :section through the for- -Wfild end ofisaid tube.

:Figure 1 is .a-s'detail section ,through the rear :end of said-tube.

Figure 1215 'acdetailcelevation of one .set of 'bhelifting lsprings.

fiEigure m3 is iadetail elevation showing the springs nested. s

Figure 14 is an elevation of one-end==of the car ;part ly 2' broken away" to show i the *indicator: cable.

Figure '16 is a detail-sectionparticularly showing the bottom-pulley for the indicator cable.

Figur-e =16 is 'a detail: elevation of said bottom pulley.

Figure -1'-7- is --a detail elevation of 1a modified arrangement oi I-lifting.-springs wherein said springsare disposed.enditoiend.

--Figure #18-is a fragmentahy' vertical, longitudin-al section through-one :endof a car embodying a further modification of the invention wherein -'counterweights\areiemployed.

:Figure :19 is =.an end elevation ipartly broken away of: the modification: shown in Figure :18.

'Figure'20 is a detaihsection showing :a set of counterweights.

fleferringinow morecpa'rticularly to .the drawingsyIshaveeshoiwn .a refrigerator. car. embodying a body l in .which is .disposed ,the usual .floor .gratdng s8 spaced above :the sfloor f :theibody. ,Extending transversely .:of athe body 1118a! the ends thereof 3811. zbafiles 9 idefin n M cebunkers I 0 nd H respectively. At the lowenend-s of .thebunkers are bum e s 1 ion i evei :wit the r t n and hinged tothe roohof thecarat the upper ends of .thebunkers 13 1 8 the usual-doors .l3 so that the bunkers may .be conveniently filled with ice. :[fhecustomary props for holdingthedoors partially open. .whenso desi ed. a indicated at 1,4. .Qonventional drains I 5 are provided for'the bunkers, and these drains are equipped with the usual traps to prevent the escape of the cold air "within the car downwardly through the .d fd D R v will be observed, the'bafiles 9 terminate short of the ceiling of the car body to provide 4 air inlet passages l6, and also terminate short of the grating 0 and bumpers l2 to provide air outlet passages Il. Overlying said passages are grilles I3. Thus, warm air collecting near the ceiling of the car may circulate over the baflles through the passages [6 to contact the ice in the bunkers and become chi-lied by the ice, whence the chilled air may circulate downwardly through the bunkers to emerge beneath the bafiles through the passages above the grating 8, or spread lengthwise of the car beneath said grat- "-i-ng to emerge upwardly throughout the length iofthe car=;between the bunkers. As the bunkers rm anddl are identical, a further description in connection with one of said bunkers will suffice *forboth-thebunker Hi being chosen. However, the same,refierence numerals are applied to corthe -tracks "24.

responding parts of both.

- Referring now to the bunker I0, I provide, as particularly seen in Figures 4 and 5 of the drawings, ya. corrugated sheet 1 metal ilining 19 which -.is bolted .in place or otherwise suitably fixed :Within; the: bunker and serves:to;protect the walls thereof: from.injury :loy icezplaced in the bunker. This lining also serves -to:..provide:tracks .20 at the sidesoftthebunker; like. tracks. 2 I at the" ends 50ft the'bunker, and a: pair of :like adjacent tracks 22/811 the outer sideofthe bunker medially thereof. .All of these tracks extend vertically from top to :bottomaofthelining. Between the'tracks .22, oneend margin of the lining is;bent.to form :a'vertically extending channel 23'while the'other .endmarginof said'lining is bent torform a vertical lipr24 which extends. parallel-to theadjacent side wall of the channel to .define a vertical slot '25.

Freelymovable up'anddown in the bunker I0 is a bottom rack- 26 whichis preferablyprovided with a slat bottom so that air may circulate therethrough while, also, water may readily drain'through the rack. Fixed to the sides .of *the r-ack are rollers -21 which travel against the tracks 20 of the lining l9, and-fixedtothe ends of the rack are =rollers 28 which-travel against Rising from the ends of the "rack, a-s particularly seen in Figure 7, are-posts -29, an'd -fixed-to said posts are rollers 30 which align with-the rollers28 and travel against-the tracks 2l to prevent the rack from teetering longitudinally under the weight of an uneven load of ice thereon. *I-Iowever, care should be taken, when filling the bunker withice, toload the rack-more or less evenly.

'--Formed-in the outer side of the rack 28 me- -dia'-l-ly-thereof -'is a notch'3l which, as seen in Figure 15,-faces-thechannel 23 of the lining l9, and fixed to "the rack are rollers-32 which strad- -rile--saidchannel and travel against the tracks '22 of said lining. The rollers 2?,28, '30 and '32 will thus guide the rack for free vertical movement, and=projecting from the outer side of the -rack at the notch 3| freely into the slot 25 of the *lining is an arm. 33.

"Mounted against the ceiling of the car body 1 at-the side -walls of the body are housing tubes 34. As -particularly seenin Figures 4 and 9 of the drawings, these tubesare provided with base plates 35 which extend over the bunkerl0, and mounted against the forward end portions of said plates are-pairs of spaced pulleys 36 aligning with=the tubes. "The base plates as well as said pulleys are securely fastened by bolts or other suitable fastening devices extending throughthe roof of -thecar, and closing the ends oi'saidtubes, as-seenin Figure 11, are removable plugs 31 and 38 respectively. If so desired, the plug 31 may be eliminated and the tubes formed with integral end walls in lieu thereof.

Removabiy disposed in each of the tubes 34 is a set 39 of lifting springs for the bottom rack 26. As shown in detail in Figure 12 of the drawings, each set includes a spring 40 which is the strongest of the set, a somewhat longer and weaker spring ll, a spring 42 which is somewhat longer and weaker than the spring 4 I, a spring 43 which is somewhat longer and weaker than the spring 42, a spring 44 which is somewhat longer and weaker than the spring 43, and a spring 45 which is the weakest and longest of the set. The springs are thus of graduated length as well as graduated strength. Furthermore, said springs are, as brought out in Figure 13, of graduated diameter so that said springs may be nested, and while I have shown the use of six springs in a set still, as will be understood, the number may be varied, as found most expedient.

Suitably connected to the rack 29 near the corners thereof are cables or other suitable flexible elements 46 which extend over the pulleys 36 freely through the plugs 31 of the housing tubes 34 and through the nested sets 39 of the liftin springs in said tubes, and fixed on the free ends of said cables are abutment plates 41. The rack is thus operably connected with said sets of springs and, as brought out in Figure 10, all of the springs of each set abut a corresponding one of the end plugs 37. Furthermore, it is to be noted that the several springs of each set are so proportioned in length that the sets of springs may be compressed to accommodate the vertical throw of the rack 26.

Assuming now that the bunker i0 is being filled with ice, it will be seen, as shown in Figure 3, that when the bunker is say approximately onequarter full of ice, the sets 39 of lifting springs for the rack 26 will be compressed by the weight of the ice on the rack, about one-quarter of the compression movement of said sets of springs and will support at the upper portion of the bunker the small volume of ice represented. In other words, the cubical volume of the bunker above the rack at any given level of said rack is so much, the quantity of cracked ice required to fill said volume will weight so much, and the graduated springs of the sets 39 are of chosen strength such that when the sets of springs are compressed a proportionate fraction as the rack drops and said rack reaches said level, the sets of springs will counterbalance the rack with the load of ice thereon and support the rack stationary. It will thus be seen that when the bunker i0 is being filled and the load of more and more ice is added on the rack 26, said rack will drop a corresponding distance in the bunker so that the bunker may accommodate the ice added. Figure 1 of the drawings shows both of the bunkers l0 and II choked with ice, while Figure 2 shows the bunker l9 approximately half full of ice.

In this connection, it is to be observed that when the bunker H) is originally serviced with ice, said bunker will, most usually, in accordance with customary practice, be choked with ice clear to the roof of the car body, as shown in Figure l of the drawings. Accordingly, the maximum resistance of the sets 39 of the lifting springs to the downward movement of the rack 26 will be overcome so that the rack will rest on the bumpers I2. The rack will then remain in this bottom position until enough ice has melted to lessen the load on the rack sufficiently when, as will be appreciated in'view of the foregoing, the rack together with the remaining ice thereon'will be lifted a corresponding distance in the bunker.

As will beunderstood, it is necessary to nor mally provide free space in the bunker ill be-' tween the upper surface of the ice in the bunker and the ceiling of the car body so that the bunker may be replenished with ice at any time desired. Accordingly, the sets 39 of the lifting springs are of such graduated strength and are so disposed that said springs will lift the rack and any ice remaining thereon only untilthe upper surface of the ice remaining in the bunker reaches a predetermined normal level near the ceiling of the car body, say at a level about half wayof the air inlet passage l6, as shown in Figures 2 and 3 of the drawings. In such instance, ample free space will remain above the ice in the bunker so that more ice may be added, as

found expedient. I

It'will thus be seen that when the bunker I9 is initially choked with ice, as shown in Figure 1, the quantity of ice in the bunker above the normal level of ice therein represents excess Weight on the rack 26 so that'the rack will'not begin to rise under theaction of the sets 39 of liftin springs until sufficient ice has melted to reduce the load on the rack to something less than the load represented by the quantity of ice required to fill the bunker up to the normal level of ice therein. Of course, the foregoing condition will be presented only while the bunker is choked with ice, and when the ice melts and the load reaches sufficientlyreduced weight, the sets 39 of lifting springs will then respond so that as still more and more ice melts, the rack Will, as previously stated, be lifted a corresponding distance in the bunker. Settling of the icein the bunker, as the ice'melts, will accordingly be continuously compensated for by the rise of the rack so that the upper surface of the ice remaining in the bunker will be-maintained at or near the chosen predetermined normal level of ice in the bunker near the ceiling of the car body. Thus,

assuming approximately half of the ice to be melted, as shown in'Figure 2, the rack 26 will return to substantially the mid-position indicated, while when approximately three-fourths of the ice has melted, the rack will return to substantially the position shown in Figure 3. I accordingly provide an arrangement wherein the bunkers may be initially choked with ice or, should it be desired to economize ice, filled only partially fullwith any quantityof ice desired while the ice present inthe bunkers will always be maintained at the upper end portions of the bunkers to chill the warm air collecting at the. ceiling of the car and so maintain the effective refrigeration of the contents of the car.

Since, in accordance with the invention,.the upper surface of any ice remaining in the bunkers will be maintained high up in said bunkers so that it will be impossible to estimate howmuch ice remains if the bunkers are inspected from the top, I provide indicators visible externally of the car, one of said indicators being shown in.

connection with the bunker l0.

Fixed to the adjacent end wall of the car body, as particularly seen in Figures 4 and 15 of the drawings, is a stub shaft 48, and mounted on said shaft is a pulley 49 disposed at the lower end of the channel 23 of the lining l9. Mounted adjacent the roof of the car is a suitable indicator mechanism indicated as a whole at 59. The de tailsgof said mechanism are unimportant except tonote that said mechanism includes :apulley i operable to rotate a shaft 52iuponwhich is mounted, as seen in, Figure 14, aneedle 53. Trained about the pulleysand 5t is-a,, cable i lxone reach of which is accommodated in the channel 23 ofv said lining. The other reach of said cable is. accommodated by the slot 25 and, as shownzin Figure 16 of the drawings, extends; through the free end of the armhZ-l of the rack 26 Connecting said arm with-thecablezare knobs 55 disposed above and below the arm. Thus, as the rack rises and falls, the indicator needle 53 will, as-swil-lc be understood, be swung to indicate the q-uantityof ice in the bunker.

In Figure 17 of the drawings, I have shown a slight/modification wherein the sets of lifting springs are each composed of-a number of springs 56 disposed end to end instead of being. nested as in: the preferred. embodiment of theinvention. The springs 56 correspond in every way to the. springs of the sets 39 of springs and need no further description.

In Figures 18, l9and 20 of the drawings, I have shown a further modification of the invention wherein counterweights are employed in lieu of the lifting springs disclosed inthe preferred embodiment of the invention.

The car body is: indicated at 51, one of the ice bunkers thereinat 58, the movable bottom rack of the bunker at, 59, pulleys at till-, and at El the cables or other suitable flexible elements which are trained over said pulleys and connected to the endsof the rack,'all of these parts being identical withcorresponding partsfirst described.

Iniaccordancewith this" variation of the invention, extra pulleys 62 for the cables- 6.! are pro-- vi'cled, and suitably secured to the-floor of the car body below said pulleys are vertically. disposed housing tubes 63;. Fitting iii-each of said tubes is :a set. of. sleeves Edabutti'ng end toendand of graduated internal diameter to define a series of vertically spaced, horizontally stepped shelves 651' The sleeves 64- may be remov'ably fitted mule. tubes 63 if so desired, and housed in each of said tubes is a. set of counterweights which, for convenience of description, are indicated at 65,651, 68,, 59,10, and H In the present. instance; I have shown the use of six counterweights in a setb-ut, of course, the number'maybe varied.

The free end portions of th cables 6i extend freelythrough the counterweights 61*,68'}; 69; "it, and H 05 the respective'sets and arefixed to the counterweights 65,- Alb-of thecounterweights are thus operably connected with the cables and, a'srwill be observed, the counterweightsof each set are oi graduated diameter so that, withithe-excception of the counterweights 66,.said counterweights normally rest in vertical spaced rela tion upon the shelves 65'. Also, the counterweights of'each set are of graduated weight, thecounterweightefifi being the lightest'in weight: and the counterweight Tl the heaviest.

Assuming now: that the bunker 581is empty, it will be seen that the several counterweights above the counterweight 56 will rest upon tlie shelves $5" of the sl'eeves 64 while the counterweights 56 will" sustain the rack at the upper end portion ofth'e bunker; Accordingly, as the bunker is'filled' with ice and the rack descends under the'load thereon, the counter-weights 66 will be caused to rise and pick" up the counterwei'ghts- 61 then thecounterwe'i'ghts'liiiy and so on until the counterweights H' arepicked up and the rack rests at the bottomoi the bunker. As the ice in the-bunker melts and the counterweights move down to elevate; the rack response tothe diminishing loadsthereon, the counterweights will return to normal position in reverse order. As will be appreciated, the counterweights H will first come to. rest, their the'counterweights. 10., and soon until; the rack is: returned to-its original position. Thusas will be perceived, the counterweights will function to maintain any ice remaining in the bun-kerattheupper portion thereof so that the'upper surface ofthe ice will be maintained at or nearza predetermined normallevel near the ceiling of the. car body. Effective refrigeration will thus be. maintained.

Except as noted, the modification-last described is otherwise identicalwith the preferred embodiment of the invention, and further exp-lanation accordingly unnecessary.

Having thus described my invention, what I claim is=:.

l. A refrigerating-unit including a body having an ice bunker therein, a rack movablezupi and down in the bunker and adapted to support ice: thereon, and graduated counterbalancing mcansr connected with the rack and operable in response to variation in the weight of a load of ice on'the: rack to counterbalance the rack ata corresponding level in said bunker and maintainth upper surface of said load near a predetermined normal level at the upper portion of the bunker.

2. A refrigerating unit including a body having an ice bunker therein, a rack movable up and down in the bunker and adapted to support icethereon, and graduated yieldable lifting means; connected with the-rack and operable to increas-. ingly oppose the lowering of the rack as the rack: shifts downwardly in said bunker for sustaining the-rack at progressedlevels selectivel-yandmain-.-= taining the upper surface of a load of ice on "the: rack near a predetermined normallevel at the: upper portion of the bunker.

3. A refrigerating unit including a body-having: an ice bunker therein, a rack movable up and down in the bunker and adapted tosupport ice thereon, and graduated lifting means connected with the rack and operable as the ice melts to: raise the rack in said bunker a distance sufficient to compensate for the loss of bulk of theice and maintain the upper surface of the icenear a predetermined normal level at the upper portion of the bunker.

4. A refrigerating unit including a container, a; rack movable up and down in'the container and: adapted to support ice thereon, and'lifting means associated with th rack and including elements of graduated lifting capacity, said means being responsive to variation in the weight of a load of. ice on the rack for sustaining the rack at'progressedlevels selectively and maintaining: the upper surface of the ice. near a predetermined normal level at the upper portion of the con-. tainer.

5. A refrigerating unit including a body having an ice bunker therein, a rack movable up and down in the bunker and adapted tosupport i'ce thereon, graduated counter balancing means operable to sustain said rack at progressed levels selectively and maintain the upper surface of a load of ice on th rack near a predetermined normal level at the-upper portion of the bunker,

and an indicator connected with the rack for operation thereby to indicate the elevation of the rack in said bunker. I v

6'. A refrigerating unit including a body having an ice bunker therein, a rack movable up and" down in the bunker and adapted to support ice thereon, and springs of graduated strength associated with the rack and operable to sustain the rack at progressed levels selectively and maintain the upper surface of a load of ice on the rack near a predetermined normal level at the upper portion of the bunker.

7. A refrigerating unit including a body having an ice bunker therein, a rack movable up and down in the bunker and adapted to support ice thereon, housing tubes fixed within the body, springs of graduated strength disposed within said tubes, and flexible elements forming an operative connection between the rack and said springs, the springs being operable to sustain the rack at progressed levels selectively and main tain the upper surface of the ice near a predetermined normal level at the upper portion of the bunker.

8. A refrigerating unit including a body having an ice bunker therein, a lining within the bunker and forming tracks, a rack movable up and down in the bunker and adapted to support ice thereon, rollers carried by the rack and engaging said tracks for guiding the rack in its up and down movement, housing tubes fixed within the body above the bunker, springs of graduated strength disposed in said tubes, and flexible elements form ing an operative connection between the rack and said springs, the springs being operable to sustain the rack at progressed levels selectively and maintain the upper surface of the ice near a predetermined normal level at the upper portion of the bunker.

9. A refrigerating unit including a body having an ice bunker therein, a rack movable up and down in the bunker and adapted to support ice thereon, a set of counterbalancing weights for the rack, means normally supporting said weights in vertical spaced relation, and means operable by the rack as it descends in said bunker to pick up said weights in sequence, said weights being of graduated heaviness increasing from bottom to top of the set.

10. A refrigerating unit including a body having an ice bunker therein, a rack movable up and down in the bunker and. adapted to support ice thereon, housing tubes mounted within the body adjacent the bunker, sleeves disposed in said tubes and of graduated diameter to define stepped vertically spaced shelves, counterweights for the rack normally resting on said shelves, and means operable by the rack as it descends in said bunker to pick up said weights in sequence.

FLOYD J. McMICI-IAEL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 990,597 Rowland et a1 Apr. 25, 1911 1,948,275 Miller Feb, 20, 1934 2,171,088 Grifliths Aug. 29, 1939 2,238,700 Lundvall Apr. 15, 1941 2,306,385 Herter Dec. 29, 1942 2,397,403 Bishop Mar. 26, 1946 

